From SEMA to Reality: Subaru Needs to Serve this Mechanical Cocktail in America - NOW.

Allow me to break down the intriguing mechanical cocktail you see here: Take one U.S.-spec Subaru Outback chassis, add a dash of JDM-inspired nose, an ounce of custom roof racks, two teaspoons of tinted taillights, and a measure of extended rear spoiler. Bolt in a single mildly tuned U.S.-market Legacy 2.5GT powertrain and a JDM Legacy tS suspension, shake vigorously for six months, and, VOILA!, you have yourself a bona fide Frankenwagon fit for SEMA's Las Vegas Convention Center floor.

Easy enough, right? Maybe not...As the story goes, Subaru commissioned Specialized Vehicles Inc. to create a 2009 SEMA show car that would demonstrate the versatility and coolness of sport wagons. Executives quickly trucked an Indiana-built Outback to SVI's headquarters to serve as the project's basis. From the outset, it was going to be much more than an Outback sporting a few aftermarket parts.

Company suits ultimately wanted it to be the transporter of choice for a kart-loving family, so SVI ensured it could carry five people, some luggage, and an SCCA Solo kart in its trunk. If that wasn't enough, the car would need to be capable of setting lap times without imploding or inadvertently plowing into a barrier.By now, Subie nuts will have no doubt noticed this Legacy Outback's Japanese domestic-market DNA. SVI replaced the Outback's headlights with black Japanese units for an athletic look. (Memo to Subaru: these lights need to be offered as a U.S. option or catalog part.) SVI then revised the bumpers to mimic those of a JDM Legacy Sport Wagon and installed sleek custom roof rails and a Japanese-spec rear spoiler.

If "k" is for kart, then "GT" is for heart. SVI dumped the Outback's naturally aspirated 2.5-liter mill for a turbocharged EJ25-series 2.5-liter four-cylinder boxer and married the mill to a six-speed manual gearbox. Both the engine and tranny are from the U.S.-spec 2010 Legacy 2.5GT sedan.A slightly retuned ECU and bespoke free-flowing stainless-steel exhaust help push the pancake engine's output to 300 horsepower and 350 pound-feet of torque, which is a nice boost over the stock 265 horsepower and 258 pound-feet. For the sake of reliability and streetability, no other power parts were added.

Then came ancillary pieces including a SPT short-throw shifter, STI shift knob, braided hoses under the hood, and braided stainless-steel lines connected to massive 14-inch six-piston front/four-piston rear Brembo GT brakes. Subaru Performance Tuning also provided a few anodized aluminum parts such as a radiator cap and battery strap.On the test track, the GTk's performance was as multifaceted as its build recipe. Encourage revs to 3000 rpm for launch, floor the aluminum STI go-pedal, and you'll see 60 mph mosey by in 5.7 seconds. Nearly every staffer who piloted the GTk was expecting a shove of speed like that of an Impreza WRX STI, but nothing of the sort really happened. (For reference, our 3495-pound 2010 Legacy 2.5GT Limited sedan powered by the same engine hit 60 mph from a stop in 5.6 seconds.) No matter the launch, it simply didn't feel like the GTk packed its claimed 350 pound-feet of pull. The same lackluster velocity was seen in the quarter mile, which the GTk ran in 14.2 seconds at 96.4 mph.Although a beefy torque surge arrived between 2500 to 3000 rpm, it lasted only until 5500. After that, the boost lost steam. However, the engine's retune did allow for a hasty 45-to-60-mph passing time of 2.9 seconds, which matches that of the current WRX STI sedan.It was only during a barrage of handling tests that our test crew really had fun in the custom wagon. In addition to the 19-inch HRE C90 wheels wrapped in BFGoodrich Force-KDW 2 tires, each corner rides on inverted Bilstein struts and stiffer STI "pink" springs borrowed from the JDM tS. The setup drops the wagon an inch and uses STI-sourced lower control arms. There is also a tS-branded "flexible tower bar" set directly under the louvered hood to provide lateral stiffness and improved road adhesion.
And boy, did it grip. The wagon averaged 0.92 g on the skidpad (which ties that of the 2010 Ford Shelby GT500, by the way) and covered the figure eight in 25.9 seconds at an average 0.70 g. Not too shabby for a tall, 3669-pound people-hauler. And those impressive Brembos, which barely fit inside the three-piece wheels, helped out tremendously with curbing forward progress. From 60 mph, they hauled the GTk to a stop in only 111 feet.

Yet, even as all four BFGs sturdily gripped, staffers noticed a large amount of body roll and pitch. We blame most of it on dampers not truly designed to cope with a wider, top-heavy U.S.-spec chassis. Others suggested the GTk could benefit from a lower ride height and thus, a lower center of gravity.The GTk's interior is as entertaining as its exterior. SVI lined the entire cabin with black, red, and light grey Ultrasuede. And when we say the entire cabin, we mean it: The ceiling, beginning at the front windshield and lasting until the rear hatch, wears the soft, high-quality material, made from recycled fibers. So do the dash, doors, and seats. Faux carbon-fiber trim replaces most of the stock plastic pieces and each floor mat dons a "GTk" logo. The digitized boost, exhaust temperature, and oil-pressure gauges are a cool touch.Extra-stuffed rear bench seats mimic the front's highly bolstered Recaro Sportster buckets and even have an extended under-thigh support. A thick rubber liner protects the trunk against debris brought in by the SCCA-certified kart. And when the raspy, drone-happy exhaust doesn't keep passengers' ears entertained (or ringing), harmon/kardon's crisp 18 speakers will.
Although the GTk will never be built as its stands, company execs aren't denying their interest in selling a U.S.-spec Legacy wagon in the coming years, possibly even months. Subaru used the GTk as a litmus test of market potential. And by the looks of it, we'd say it passed. Not many cars taken directly from the SEMA floor would have survived a week in our garage, let alone garnered as much positive passerby attention.Indeed, the GTk is a hip and sporty ride with a heap of high-quality tuner touches that won't appeal to the masses. But if wiped clean and packaged correctly, the story would be different. The vehicle's core ingredients of mild athleticism and premium utility would attract American buyers. Neither the current Forester, nor the Outback, is tailored to such a customer.Bringing a GTk-like model from Japan, or better yet, producing it in Lafayette, Indiana, isn't such a bad idea after all. And we're sure the marque's faithful won't object to it, either. Let's just hope Subaru's Frankenwagon cocktail becomes a tad simpler the second time around.

I love wagons especially sleepers. I have an '05 Legacy GT wagon w/ 5MT which was the last year a manual was available on a turbo wagon. I had hoped that the STi S402 Legacy wagon would make its way here, but they saved it for JDM only. The great things about Subarus is the value. I love the various S-line Avants from Audi, but Subaru gives you the performance, utility and AWD goodness at a price that doesn't require sacrificing a limb. The WRX is nice, but it's time for another GT wagon from Subaru. Perhaps, a turbo flat six... please. One problem, though. The latest iteration of Outback is way too bulky to appear sporty.

"For the sake of reliability, other parts were not added..." They took a stock engine, didn't change the rods, pistons, headbolts, or even head gasket, and just doubled the boost. Where is the reliability again?

Of course...if if SOA brought a Legacy Wagon stateside with the existing front...just have to do the body work myself. I love welding, hammering, forming new bodywork for cars. Better than factory I say.

Yeah...LOL...Cadillac...Sure if you got the extra $10,000 - $15,000 (w/ similar equipment) and you get an inferior AWD system...which is and extra $2000 option. If you compare to this article's car HP level...add $20,000 or more. Audi isn't much different. Cadillac edges Audi A4 out if AWD isn't considered, but Audi does win the AWD battle...but at similar cost overages (and with less space and a smaller motor).Not apples to apples retards. Don't claim to be car experts if you can't even factor the basics and compare with an education. Oh...and LOL at Caddy being Full size. Maybe by category....but try fitting in one...NOT!I will say I can't wait to see if SOA gets the 2.5FB motor turbocharged...would love to see that...as well as a TRUE Legacy GT wagon return (with front styling fixed..still ugly...and MT..JDM headlights aren't enough). Wish I could post my photoshop version. You can find it on the legacygt.com forum.BTW...I own a 1997 Subaru GT Wagon (lower w/ Sti pinks kinda like this ride.

@committobefit08 +1The Germans have been rocking the wagons long before Cadillac introduced the CTS. The CTS-V wagon is a cool car, and so is this Legacy Wagon, but comparing the two is stupid. Personally I'd take the Subaru. Better looking, more reliable, and AWD.

350lb ft and 300hp just doesn't seem right at all.. this thing is slower than a mustang v6, and it has 305 and 280. i would say weight, but its a very slim difference. considering the drivers knew right away,i say there pulling your chain. why, i have no idea..